Assist Rescue

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Assist in Search and

Rescue

(Photo courtesy of AMSA)

This workbook is intended for Trainees seeking to attain competency as required by the NSW StateRescue Board Minimum Training Requirements for Marine Rescue Personnel (v 4 2005). It should bestudied with reference to the accompanying text “The Bare Facts of Marine SAR” and the assessmentdocuments provided by your chosen assessor.

LOG BOOKSTrainees should maintain a Log where practical activities and experience should be recorded andwitnessed. When you feel confident ask your Trainer to arrange an assessment at your squad or othersuitable location. Your assessor will provide feedback on your assessment.

The Author acknowledges references to material published by AMSA in the NATSAR Manual 2003,NSW SRB and the IMO. All content is supplied on the understanding that users exercise their own skilland care with respect to its use. Before relying on the material in any important matter users shouldcarefully evaluate the completeness and relevance of the information for their purposes.

Ranger Hope © 2006

___________________________________________________________________________Assist in Search and Rescue. v.2 1


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Assist in search and rescue operationsCONTENTS COMPETENCY TDMMF101A

Element 1Assist inplanning search

and rescueoperations

1.1 Distress and emergency signals and communications are

recognised and evaluated in accordance with procedures and relevant Australian and/or international regulations and conventions.1.2 Emergency is assessed and level and nature of assistancerequired and its practicability is established.1.3 Communications are established where possible with the parties indistress, other search vessels and/or aircraft and other organisationsand persons who may be involved in the search and rescue operation.1.5 Organisation and command chain with other stations involved inthe search and rescue operation is established in collaboration withsearch and rescue authorities.1.4 Plans for search and rescue comply as closely as possible with

relevant Australian and/or international regulations and conventions.

Element 2Establish andmaintain radio-communications

2.1 Radio communications are established and maintained with theparties in distress, other search vessels and/or aircraft, search andrescue coordination authorities and other organisations and personswho may be involved in the search and rescue operation.2.2 Records are accurately kept of all communications made during theemergency including frequencies and content of messages.

Element 3Assist in searchand rescue

operations

3.1 Information concerning the emergency is regularly collected from

all vessels, aircraft and other parties involved in the search and rescueoperation.3.2 Decisions on action taken during the search and rescue are madeafter analysis of all available information and after consultation withothers in the established chain of command.3.3 Directions are given to others involved in the search and rescueoperation in accordance with the agreed plan and the established chainof command.3.4 Manoeuvres of vessel as part of search and rescue operations aremade in accordance with the agreed plan.3.5 Vessel's officers and crew are briefed on their role during the

emergency and are deployed to the required stations.3.6 Manoeuvres of vessel are made safely with due regard to the limitsof propulsion, steerage and vessel stability and the prevailing weatherand sea conditions.3.7 Duration of the search and rescue operations is appropriate to thelevel of the emergency and complies with instructions from the companyand search and rescue authorities.3.8 Records of the incident are made in the vessel's log and otherdocumentation is completed as required by relevant Australian and/orinternational regulations and conventions.

Prerequisite reading to the competency is “ Participate in marine rescue operations”

and “ Prepare, maintain, and test response equipment” .



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1. Assist in planning search and rescue operations

Distress and emergency signals

1.1 Distress and emergency signals and communications are recognised andevaluated in accordance with procedures and relevant Australian and/orinternational regulations and conventions.

Radiotelephony priority calls are the most commonly used method of raising ageneral alarm; the progressive levels described as distress (MAYDAY), urgency(PAN PAN) and safety (SECURITE). Advances in radio technology has greatlyenhanced the capability to alert for assistance and is considered separately inelement two, “Establish and maintain radio-communications”.

International Distress signals:

The International Regulations for Preventing Collision at Sea identifies distress is asituation of grave and imminent danger to a vessel or her occupants. A varietysignalling methods, used singly or in combination, are approved for vessels andaircraft that oblige a Master to assist another in distress. False or deceptive distresssignals are illegal.

International distress signals.

Emergency signals:Vessels use a dedicated signal to notify their passengers and crew of emergency.This may be practiced in drills and is commonly:

Muster at the emergency station- 7 short and 1 prolonged horn blasts.

Additional signals may be used:

Fire on board- Continuous ringing of the fire bell.

Abandon Ship- 1 short and 1 prolonged blast repeated (3 times)

Unsure of your intentions- 5 short blasts



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Task information- is gathered to appraise the needs of the operation. It asks:

Who - The names and details of all involved parties.What - What has happened with as much detail as can be obtained.

When - When did this all happen.Where - Charted, natural features, bearings, soundings, distances off.Why - Information on hazards that could recur in the rescue attempt.Conditions - Forecast for both operational sea area and the incident scene.Injuries - Minor or major, indicating the needs for specialist resources.

The word prompts (preceding the questions above) are an open format. Such wordsencourage replies uninfluenced by suggestion from the interrogator. Closed formatquestions (starting with as, do, is, are, can or have) help to expand on their repliesgiven when directed at particular detail of interest to the interrogator.

Operational information- is calculated for the logistics of the operation. It asks:

Distance to go - This will allow the calculation of fuel requirements to the incident.Departure point- Relevant to trailer mounted craft.Sea conditions - En route / at scene including traffic and nearby vessels.Forecast - For the expected duration of the operation.Tides - Times, heights, range and bar conditions.Daylight - Projected arrival at the incident scene.Hazards - Routing information to avoid dangers and ensure safe passage.

Operational Plan- is the considered method to complete the operation. It documentsall the elements of the operation, providing a factual report of the rescue. It includes:

• Task information gathered.

• Briefing instructions and details of the Rescue Vessel’s Crew.

• Communication frequencies and skeds (schedules) to be used.

• Incident position reports, en route and arrival (at predetermined datum point).

• Hazard assessments at the incident and response required determination.

• Position and status reports on return passage (stand down).

• Time of return, make and mend details, complete reports.

• De- briefing with outcome details / recommendations.• SAR administration review details. (dates to review procedure and implement.)

Assess dangers:The varied calls for assistance are often for one or more Marine Casualties, such as:

Loss of rudder or propulsion.Collision.Fire on board.Founder or rescue from a stricken vessel.Grounding or rescue from wreck.Man overboard, abandonment or lost at sea.



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Such incidents not only present their own unique hazards to the stricken vessels, (asmore fully described in Section 3) but also in combination with the Operationaldangers, to the rescuers.

Phases of a rescue:

A search and rescue planning will follow phases of completeness in the informationas it is being received. If the SMC cannot determine the credibility of the reports, thenfurther information will be pursued. As more information is gathered, grave concernsmay increase or the phase may quickly be revised to urgent action.

Incertfa Alerfa Detresfa(Uncertainty) (Urgency) (Distress)

Incertfa- an uncertainty phase is said to exist when there is knowledge of a situationthat may need to be monitored, or to have more information gathered, but that doesnot require dispatching of resources. When there is doubt about the safety of avessel, the situation should be investigated and information gathered.

Uncertainty Phase is declared when:

• vessel is reported overdue at the intended destination; or,

• person failed to make an expected position safety report.

• no immediate request for assistance but the possibility of escalation.

• an uncertainty phase relates to a safety broadcast.

Alerfa- an Alert Phase exists when a vessel, or persons are having some difficultyand may need assistance, but are not in immediate danger. Apprehension is usuallyassociated with the Alert Phase, but there is no known threat requiring immediateaction. SAR resources should begin communication searches and MRU’s should bedispatched to investigate high probability locations or the crafts intended route shouldbe considered.

An Alert Phase is declared:

• following the Uncertainty Phase, subsequent attempts to establishcommunication with the vessel have failed or inquiries to other relevantsources have failed to reveal any news.

• information has been received which indicates the operating efficiency of thevessel has been impaired but not to the extent that a distress situation is likely.

Detresfa- the distress phase exists when there is reasonable certainty that a vesselor persons are in imminent danger and require immediate assistance. For overduevessels a distress exists when communication searches and other forms ofinvestigation have not succeeded in locating the vessel. If there is sufficient concernfor the safety of the vessel or the persons on board to justify search operations, theincident should be classified as being in the distress phase.



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A Distress Phase is declared when:

• positive information is received that a vessel or persons are in danger andneed immediate assistance.

• information is received which indicates that the operating efficiency of the

vessel has been impaired to the extent that a distress situation is likely.

Practicality of operation:MERSAR lists two categories of distress incidents, coastal and ocean. Coastalincidents are close enough to provide a variety of air or surface craft support andmay result in the callout of volunteer rescue vessels. Their accreditation limits theiroperational sea areas as described by their State’s category, which for NSW is:

Category One- Up to 0.5NM offshoreCategory Two- Up to 7NM offshore

Category Three- Up to 15NM offshore

The long range task of reaching ocean incidents will rule out volunteer assistanceand limit airborne assistance. Much more dependent on surface (and possiblyrequisitioned) vessels will be needed.

Establishing communications

1.3 Communications are established where possible with the parties indistress, other search vessels and/or aircraft and other organisations andpersons who may be involved in the search and rescue operation.

If necessary to attract the attention of another vessel, any vessel may make light orsound signals that cannot be mistaken for any signal authorized elsewhere in theseRules, or may direct the beam of her search light in the direction of the danger(Collision Regulations Rule 36).

Current Maritime signalling procedures:

Meaning SignalUnderstood Code Pennant (red/ white stripes) close up

Flashing of T’s by signal lamp in Morse code. Understood

Understood Changing of heading.

Understood Aldis lamp - Green flashes. Not understood Aldis lamp - Red flashes.

Inability to comply Flag N (a blue and white checked)

Inability to comply Flashing of a succession of N’s in Morse code

Australian Civil Air-Ground Code:I require your attention. Aircraft orbits ground party at low level



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Search and rescue command

1.5 Organisation and command chain with other stations involved in thesearch and rescue operation is established in collaboration with search andrescue authorities.

Authorities: Australian Search and Rescue (AusSAR) is the primary organisation responsible forco-ordinating civil rescue response in the Australian Zone through the Rescue Co-ordination centre (RCC) Australia. The AusSAR Search and rescue mission controlleris able to call on military or civil vessels and aircraft. Co-ordination responsibility may,if necessary, be transferred to or from Commonwealth and State/Territory authorities,by agreement, during the conduct of a Search and Rescue Operation.

The Australian Search and Rescue Zone(Chart courtesy of NATSATR Manual 2003)

In NSW the State Emergency and Rescue Management Act provides for the StateRescue Board of New South Wales, to be the statutory body. The SRB membersinclude the Volunteer Marine Rescue Council of New South Wales. The VMRC advises the SRB on maritime rescue, and its members include:

NSW Police (Marine Area Command)VRCP (Royal Volunteer Coastal Patrol) AVCGA (Australian Volunteer Coast Guard Association)VRA (NSW Volunteer Rescue Association Inc)

NSW Water Police have control of all incidents in and around NSW waters involvingpleasure craft and fishing vessels and can request the assistance of otheremergency services and voluntary organisations. Volunteer Marine Rescue Units,Marine Radio Bases and Search and rescue Co-ordination Centres are responsible

for over 60% of all Search and Rescue Incidents in NSW waters. The remaining iscovered by NSW Water Police and ADF units.



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Duties of the SAR Mission Coordinator:The SMC is responsible for all stages of the SAR system. He/she is responsible forefficiently prosecuting SAR by obtaining and evaluating all information pertaining tothe incident and assets available; duties include:

• Classifying the SAR incident into the appropriate emergency phase.• Alerting appropriate organisations that may be of assistance.

• Confirming which Authority will exercise coordination

• Conducting a risk assessment.

• Dispatching initial SRUs if situation warrants.

• Conducting initial communications checks.

• Calculating the search area. Preparing and promulgating optimum plans.

• Obtaining past/present/forecast weather, drift and oceanographic information.

• Providing for SAR crew briefing, dispatching SRUs, or other assets.

• Organising logistical support including fuel, food and accommodation.

•

Making arrangements for appropriate communications.• Maintaining a continuous, chronological plot showing reports.

• Maintaining a continuous, chronological record or log of the search effort.

• Initiating marine distress broadcasts or marine information broadcasts.

• Arranging communication schedules when and if needed.

• Exercising overall coordination & requesting additional assets, as required.

• Maintaining liaison with the next of kin, owner or agent of the missing craft.

• Keeping authorities advised of SAR incident progress with regular numberedsituation reports (SlTREPs).

Duties of a Coordinator Surface Search (CSS):The SMC may designate a CSS to fulfil his/her duties, who is nearby and best placedto coordinate the operation of SAR organisations or units.

Duties of an On Scene Coordinator:When a number of SAR assets are working together the SMC may designate an OnScene Coordinator (OSC), surface or airborne, who is nearby and participating in thesearch. The OSC should be the most capable person available and assumesoperational coordination of all SAR facilities on scene. Duties of the OSC include:

• receiving the search action plan from the SMC.

•

developing and implementing the rescue plan (when needed).• implementing the search and rescue plan where required.

• modifying the search action plan and keeping the SMC advised of changes.

• providing relevant information to the other SAR assets.

• monitoring the performance of other assets participating in the search.

• providing regular SITREPS to the SMC.

Duties of a Master:Both SOLAS and the Commonwealth Navigation Act 1912 require the Master of avessel to render all possible assistance to any persons from or on a vessel or aircraft

that he/she has reason to believe are in need of assistance. State’s and Territory’s Acts have similar clauses. You must acknowledge and inform the distressed of your



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expected time of arrival to assist. However, you could be 200 miles away - too far tobe of practical assistance - but as the only vessel that has picked up the distresssignal you are required to maintain that contact, relay the message to those that canhelp, and continue to act as a relay station for as long as required.

The obligation to render all possible assistance is only lifted when the distressedadvises you that your assistance is no longer required. A release may also be givenby another vessel or search and rescue body that has taken charge and has thesituation under control.

However, the primary duty of the Master remains to ensure that his vessel is safe forits passengers, crew and cargo, in survey and seaworthy. The crew and passengersare obliged by law to obey any reasonable direction of the Master, and he is requiredto provide:

Provisions- sufficient for the passage.

Manning- appropriate to the vessel and area of operation.Stability- not overloaded or poorly trimmed.Security- from all dangers with effective safety equipment.Assistance- to others in distress.

In all situations the Master must ensure that the decisions made are in the bestinterest of the vessel and all that sail in her. If the Master is responding to anemergency situation the priority is to ensure the safety of personnel onboard his/hervessel first, before assisting another.

Limits of responsibility - The primary aim of the Master of a vessel renderingassistance is saving life. A distressed vessel could be drifting rapidly onto a leeshore. She may need only a short tow away from the danger so that the personnelcan be transferred safely. Once the immediate safety of personnel is ensured, thedecision to tow the vessel to a safe haven should carefully weigh up the capabilitiesof the tug, her power and fuel reserves and the owner’s and insurer’s consent. Thereis no legal responsibility on the Master of the rescuing vessel to save property.

Salvage - Property can be salvaged, not life. Salvage must retrieve property fromperil, must be voluntary (not a contract for payment) and must be successful (nosave, no pay). If these conditions are met, the salver is entitled to claim

reimbursement from the owner for the time, effort and expense of the salvageoperation.

Dedicated rescue vessels - While other vessels are carting tourists, containers orcoal for its owners, the rescue vessel’s job is to save life as tasked by the accreditingorganisation. This potentially hazardous activity needs to be risk managed with theowners, master and crew. The Rescue Skipper, however, has the same duties asany other Master, and during passage is primarily responsible for the safety of hisvessel and crew. Salvage is a legal entitlement for the rescue of abandoned property,but is rarely claimed by community based volunteer rescue organisations.

Nominating an OSC – Due to its position, any vessel may be nominated as an OSCand may be expected by the SMC to implement coordination as requested.



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Best practice in Search and rescue 1.4 Plans for search and rescue comply as closely as possible with relevant Austral ian and/or international regulat ions and convent ions.

The World’s best practice in ensuing safety of life at sea (SOLAS) and search andrescue (IMOSAR) is reflected for Australian vessels in the National Standards forCommercial Vessels (NSCV) and the Australian National Search and Rescue Manual(NATSAR Manual 2003).

States and Territories have their own strategies, such as the NSW State RescueBoard (NSW SRB) Procedures Manual. Elements of this are incorporated asStanding Operating Procedures (SOP’s) available from the NSW State RescueBoard for accredited SAR units. They should also be used during all NSW incidents.

Search Planning and Evaluation:

As for rescue, SAR requires the building of a picture from the task information todevelop an operational plan. It will involve the same phases:

Incertfa- Uncertainty phase requiring more task information. Alert fa- Alert/Urgency phase requiring stand by.Distressfa- Distress requiring immediate SAR.

Evaluating the situation:Some of the clues that may indicate the survivor’s location or situation include;

• Last known position.

• Survivor’s intentions and post-distress movements.

• Conditions, capabilities and crew behaviour.

• On scene hazards and environmental conditions.

• Results of previous searching.

In particular SAR planning needs to:

• Use these results to estimate the most probable location (datum).• Determine the best way to use the available search assets so the chances of

finding the survivors are maximized.

• Define search sub-areas and search patterns for assignment to specificsearch assets.

• Provide a search plan that includes a current description of the situation,search object description, specific search responsibilities to search facilities,on scene co-ordination instructions and search asset reporting requirements.

These steps are repeated until the survivors are located or evaluation of the situationshows that further searching would be futile.



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Estimating Distress Incident Location:The first step in marine search planning is to determine the limits of the areacontaining all possible survivor locations. This is usually done by determining themaximum distance the survivors could have travelled between the time of there lastknown position (LKP) and the known or assumed time of the distress incident.

Three locations are possible dependant on how the distress incident is reported:

Approximate Known Posit ion- The incident may have been witnessed, reported asa navigational fix, or computed by the SarMC (SMC) as a dead reckoning positionfrom a previously reported and reliable position of the vessel in distress.

Approximate Track Known- The distress vessel may have filled a trip plan prior todeparture that included the intended track but the vessel actual position is unknown. A single line of position, such as a flare sighting, should be treated as a TKP.

Approximate Area Known- When neither the position nor intended track areknown, at least an area that the that vessel in distress was probably within isdetermined. The SMC should try to reduce this area to an area of high probabilitythat can be used as the official search area or, if the area is small enough use it.

Coastal Search Planning:Many maritime SAR incidents occur within 25nms of the coast, in under 300 mtrs.The coastal search planning model is for rapid response and should be used whenthe report of a distress is notified within 6 hours of the actual distress arising.In most cases, considering the short response times to coastal SAR incidents, if thesearch unit proceeds to the LKP of the vessel in distress it will be found. However,the vessel in distress may not be in sight because of inaccuracies in the initialposition reported or errors associated with drift factors or navigation.

Last known position:If the time since the vessel became distressed is less than 4 hours and is not locatedat the LKP draw a 6 NM radius centred at the LKP. Then draw a square search areawith the sides tangential to the circle. (MERSAR manual uses a 10 NM radius)

LKP search area of 144nms²(Drawing courtesy of the NATSAR Manual)



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Drift of Waterborne Targets:The degree of displacement of the Datum from the LKP assumes increasingimportance with the passing of time. The forces below MUST be calculated.

Average water current Average wind current Leeway

River Current- Tides affect current speeds near the mouths of the rivers. This maybe noticed several kilometres upstream or far off shore. Seasonal variations affectwater volume. When estimating current in the discharge area, assume that thecurrent direction is a straight line from the river mouth to the discharge boundary andthe river current speed decreases from the river mouth to the discharge boundary.Current speed is best obtained from local knowledge or direct observation.

River discharge (Drawing courtesy of the NATSAR Manual)

Long Shore Current- Caused by incoming swells striking the shore at an angle.

Swell/Wave Current- May affect rafts and other small targets in calm conditions. As

the current speed is low, it is used only for determining probable direction of target.

Surf Current- Surf current will move the object towards the shore perpendicular tothe line of breakers unless a long shore current takes the target with it.

Rip Current- A narrow band of current flowing seaward through the surf line as aresult of the long shore current building up a large volume of water along the beachline, then bursting through the incoming surf on its way back to sea. They are only afew metres wide through the surf line, but fan out and slow down in smoother water.

Tidal Streams- While the changes in direction of tidal streams have a tendency to

nullify the cumulative effect, they must be considered in computing drift because:• In reversing streams, the effect in one way can be more than the other.

• Over short periods tidal streams will cause significant changes in position.

Sea Current- Tidal and local features will affect sea currents near the coast.

Local Wind Current- Local wind current is the current generated by wind acting onthe surface of the water. The velocity of a wind current is calculated from:

• Wind data for the 48 hours preceding splash time.

•

Actual and forecast winds between splash time and Datum time.• The application of coefficients taken from tables held in RCCs.



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Leeway- Leeway is the movement of an object caused by it being pushed throughthe water by wind blowing against its exposed surfaces. The wind force is counteredby water drag on the underwater hull. The drag varies with the hull shape and aspect.

Divergence- When a search object begins to drift, the wind will push the object in a

downwind direction. As it continues to drift, the wind will cause it to deflect (ordiverge) to the left or to the right of the downwind direction. The amount ofdivergence is dependent upon the shape of the “sail” area of the search object.

Calculating Leeway: An object’s leeway speed is measured as a percentage of the of the wind speed.

Leeway Speed (knots) = Multiplier x Wind Speed (knots) + Modifier

Wind direction is reported as the direction the wind is blowing from. For SAR we wantthe direction the wind is blowing to. When using downwind leeway, the leeway

direction is equal to the reciprocal of the wind direction (direction + or – 180 DEG).

When directional uncertainty applies, the divergence angle (De) is both added andsubtracted to the downwind direction to account for the search object’s divergenceto the left or right of the downwind direction.

Wind Direction +/- 180 DEG = Downwind Direction

Downwind Direction + De R= Angle to right of Downwind DirectionDownwind Direction – De L= Angle to left of Downwind Direction

Divergence in leeway(Drawing courtesy of the NATSAR Manual)

The leeway speed is multiplied by the number of hours of drift to determinethe leeway vector’s length. The two leeway vectors would be added to the end ofthe total water current vector to determine the Right and Left Datum.Differing vessels will have different leeway. In the example a search is planned for amissing Sports fishing Boat. The winds are blowing from 270 DEG true at 15 knots.

(270 DEG - 180 DEG) + 22 DEG = 118 DEG T(270 DEG - 180 DEG) – 22 DEG = 068 DEG T



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Leeway or Wind Vector of a Sport Fisher:Wind speed x Time x Multipl ier (+ or – Modifier)

15 knots x 5 hrs x 0.06 (- 0.09) = 4.41 nm

Calculating current:Local observation or buoy recorders can give accurate sea current information.

However it may be necessary to calculate the effect of wind setting up local currents.For this a Local Wind Current Graph can be used.



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Water Current Vector:

Time x Current = Drif t5 hrs x 2 knots south = 10 nm

Plotting drift and probable position:If the time is greater than 6 hours, and/or the drift, based on local knowledge and/oron scene conditions, is considered to be significant, the search objects drift should beestablished, and the 6 NM radius applied to drift datum position.In Coastal SAR, the initial datum is determined by calculating drift using the vessels

LKP and the effects of the water current (current vector) and wind current (wind orleeway vector). Time of datum must take the underway transit time for the MRU into



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Search Area coverage:This can be reduced to the inter-related expressions:

Coverage Factor (C) Sweep Width (W) Track spacing (S)

Coverage Factor = Sweep Width Track spacing

Higher coverage factors indicate a more thorough coverage. Higher values of Coffer a higher probability of detection, however the higher POD is not proportional tothe extra search effort required. Whilst a coverage factor of 1.0 is most desirablethere are occasions when this is not possible. For such occasions an alternativeapproach must be used that balances the factors of available search hours, size ofarea and C. A coverage factor of less than 0.5 is unsatisfactory in itself.

Probability of Detection (POD)The relationship between Sweep Width and Track Spacing determines theProbability of Detection (POD).

Table 5.2 Coverage data example

Search Coverage Factor 1 Coverage Factor 0.5Initial Search (R1) 78% POD 47% POD

First Expansion (R2) 95.6 71.9

Second Expansion (R3) 98.9 85.1

Third Expansion (R4) 99.7 92.1

Final Expansion (R5) 99.9 95.8

The Table 5.2 confirms that by making five searches of the initial probabilityarea, each to a coverage factor of 0.5, the cumulative POD (95.8%) is only slightlyless than if the same five searches had each been made at a coverage factor of 1.0,(99.9%). The search effort in the former case would have been considerably less inthan in the latter and a significantly larger area surrounding the initial probability areawould have been searched, albeit at a progressively diminished level of intensity.

Search area expansion (not to scale)(Drawing courtesy of NATSAR Manual)



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For repeated searches of the same area, the cumulative POD is obtained by makinguse of the average coverage factor. The application of this concept results in aprogressive increase in the POD of a target in the most likely sector of the searcharea by repeatedly searching the original area within progressively larger areas, apart of each overlaying the original. Thus there results an aggregate POD after

successive searches of part of a probability area. For each successive search, thesafety factor is increased, and the size of the probability area is enlarged.

It is not to be thought that early search effort should be restricted in anticipation of thebenefits of the expanded search technique; these will take time to accrue, and time,in the rescue of survivors, is of the essence.

When using the Graph the POD for any particular search is obtained by reference tothe appropriate Search graph line depending on the search conditions. For repeatedsearches of the same area, enter the graph with the average coverage factor andrefer to the graph line relevant to the overall number of searches to obtain cumulativePOD. The results are shown as:

Coverage Factor 0.51st SearchCoverage Factor 0.72nd SearchCoverage Factor 0.33rd SearchCoverage Factor 0.24th SearchCoverage Factor 0.35th Search

Over 5 searches, the average coverage factor = 0.4

In entering Graph 2 with an average coverage factor 0.4, the cumulative POD afterfive searches may be read off from fifth search graph line as 92%.The projected value of the POD may be used by a SMC in deliberation of track

spacing. Use of POD may also be conveniently made in describing the results of aSearch to interested persons not familiar with search planning techniques.



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Search patterns:Expanding square system - one vessel-

X

MOB

X

MOB

This system starts at the datum point established earlier. The diagram shows thepattern, distance between the tracks will depend on height of lookout and weatherconditions but should be such that each sweep should double up on detection.

Sector searching - one vessel:If the incident position was noted and the conditions indicate that the person may nothave drifted far from that particular point, the sector search pattern may be used.Remember with this pattern, all changes in course are 120° to starboard.



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If the person has not been detected on completion of the first search adjust theoriginal line by 30° and recommence the search pattern. Distance for each leg willvary for types of vessels but may be 1-2 nautical miles.

Parallel track search:Parallel Track Patterns are normally used when;

• The search area is large and the terrain is level e.g. Maritime Areas.

• Uniform Coverage is required.

• The location of the target is not known with any precision.

A parallel search for one craft. A parallel search for two ships.

Search legs are aligned parallel to the major or minor axis of the individual searcharea. The pattern is best used in rectangular or square areas.

A paral lel search for two ships- A parallel search for two ships, the search vesselsproceed from one corner of the search area maintaining parallel tracks. The first is ata distance of one–half the track spacing from the side of the area. Successive tracksare maintained parallel to each other and one track spacing apart.

A paral lel search for two or more ships-The OSC on the command shipcoordinates the convoy of ships, spreading them abreast of him by “radar distance

off” to maintain sweep widths appropriate to the individuals observing platform.Covering a combined track width, the convoy now steams to a point of coursechange for the next track leg. The OSC signals each vessel of their moment tochange course in order to reform the convoy on the new heading at the same trackspacing.

Further information on search and rescue patterns can be found in the Merchant ShipSAR Manual (MERSAR) compiled by the Maritime Safety Committee of theInternational Maritime Organisation (IMO).



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Written Activity- Assist in p lanning search and rescue operations

Describe to your assessor or write a short answer, using diagrams if required, to thefollowing questions.

Question No.1List twelve distress signals.

Question No.2List five International code single letter signals.

Question No.3How would an aircraft direct a surface craft without radio aids?

Question No.4What are the components of a search and rescue plan?

Question No.5What type of information is task information?

Question No.6What type of information is operational information?

Question No.7How is the probable position is found from the LKP (allow for wind and current)?

Question No.8What is the relationship of coverage factor to sweep width and track spacing?

Question No.9How would you navigate an expanding square search?

Question No.10When can a sector search be most effective?

Question No.11

Describe two means of using two vessels in a parallel track search.



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Establish and maintain radio-communications

Radio communications

2.1 Radio communications are established and maintained with the parties indistress, other search vessels and/or aircraft, search and rescue coordinationauthorities and other organisations and persons who may be involved in thesearch and rescue operation.

It is prerequisite that trainees at this level will be qualified to at least a MROCP.

While radiotelephony remains the commonly used method of small craftcommunication, for larger vessels the roll out of DSC and has seen a correspondingdecline in Telex (NBDP/TLX) and Radiotelegraphy (RTG) services. Advances in

satellites and radio/radar beacons have additionally enhanced the capability forroutine calling and emergency alerting. This workbook looks at radio systems usedby SAR World wide as described more fully in the NATSAR manual. Some of thesetechnologies are now superseded or unsupported in Australian Waters. You shouldconsult your Radio Operators Handbook for current radio practice in Australia.

Communications facilities overview:Some of the more extensive and readily available facilities in Australia are:

• The maritime communications stations (Wiluna and Charleville) on HF.• State/Territory Coast radio stations on 4,6 and 8 MHz distress.

• State/Territory volunteer marine radio networks.

• State/Territory Police radio network.

• Discon - an extensive secure network linking all Defence authorities.

• Satellite communications offering voice, fax and data.

• Mobile phone and fax communications.

• SKYCOMS - communication with airborne aircraft by telephone.

• Aeronautical Fixed Telecommunications Network operated by Airservices Australia.

Maritime communications stations-

• HF DSC and 4125, 6215, and 8291 kHz with 8176 kHz, weather.

Coast Radio Stations-

• 4125, 6215, and 8291 kHz with 8176 kHz used to broadcast weather.

• 156.8 MHz (VHF CH16). Channel 16. each State/Territory

• Channel 67 is used to broadcast weather and warnings.

Limited Coast Stations- In addition, the SAR net is extended by Limited Coast

Stations operated by fishing cooperatives and volunteer SAR organisations. Each



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Limited station caters for a group or groups of marine craft in its local area.Depending on the capability of its equipment, a Limited station may monitor:

• 2182/2524 kHz, VHF CH16 and 27.88 MHz for pleasure craft.

• 2182/2112/4535/4620 kHz and VHF CH16 for fishing craft.

State Police radio networks- Secure private channels. Each State/Territory SARauthority maintains radio-equipped vessels with SAR capabilities.

Volunteer Organisations- Clubs with base radio stations, mainly in popular searecreational areas around Australia. Each station is normally staffed on an ”asrequired” or “considered necessary” basis.

They may also operate on VHF Ch 16 and 27 MHZ Channel 88. The majority ofvoluntary organisations equipped with HF SSB equipment are capable of respondingto calls on the 2 MHz, 4MHz and 6 MHz marine bands. However, 2524 kHz as the

calling and working frequency for shore stations and pleasure craft, is still traditionallypreferred.

Ship Stations:The distinct categories of vessels of interest to marine SAR are:

• Pleasure craft.

• Fishing vessels

• Deep sea vessels (SOLAS)

•

Defence vessels

Pleasure Craft- There is a general acceptance by the boating community of theneed to carry some type of radio and the 27 MHz marine radio is most popular. VHFis increasingly being fitted to mid size craft.

Fishing VesselsSome fishing vessels will carry GMDSS equipment, however the majority of fishingvessels carry a variety of radio equipment and do not maintain regular watches.Frequencies allocated to fishing vessels are normally not compatible with largeships.

Deep sea vessels- most will carry communications equipment compatible with theGMDSS. Other vessels, most of which use satellite communications, may extendthis coverage. A continuous bridge listening watch may be kept on VHF Ch16, as faras is practicable.

Merchant Shipping and GMDSS:Communications between merchant vessels in distress and SAR organisations areachieved by a satellite and radio watch system known as the Global MaritimeDistress and Safety System (GMDSS). The GMDSS enables a distress alert to betransmitted and received automatically over short and long distances. The system

allows SAR authorities as well as shipping in the vicinity of the distress to be rapidlyalerted so that a coordinated search and rescue operation can be commenced with



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the minimum of delay.

Additionally the GMDSS provides for urgency and safety communications, and thedissemination of Maritime Safety Information (MSI). Certain fishing vessels and othermarine craft may also carry GMDSS equipment. AMSA is responsible for the

provision of shore facilities for the GMDSS and all distress and safety traffic throughthe GMDSS shore infrastructure in the Australian SRR will be handled by RCC Australia. Ships operating under GMDSS requirements in the Australian SRR can beexpected to carry:

• MF DSC.

• VHF radiotelephone (Channels 6, 13, 16 and 67).

• VHF DSC (Channel 70).

• Inmarsat-C or HF DSC.

• a SART.

• an EPIRB.

GMDSS equipped vessels can be expected to perform the following functionswherever they operate:

• Transmit ship-to-shore distress alerts by two independent means

• Receive shore-to-ship alerts (usually relayed by International RCCs)

• Transmit and receivei Ship-to shore alertsii. SAR coordinating communicationsiii. On-scene communications

iv. Locating signalsv. Maritime safety informationvi. General radio communications to and from shorevii. Bridge to bridge communications

International Distress Frequencies - Guarded by Royal Australian Naval Ships: A distress watch is maintained as follows by naval ships at sea:Major warships- HF/VHF DSC, VHF Channel 16. .Minor warships- Vhf Channel 16 Continuous loudspeaker watch.

Air Wings:States and Territories have air units with appropriate communications equipment.

Communications Aircraft- A dedicated communications aircraft should be usedwhen communications are expected to be poor in the search area and:

• HF is the only means of communication;

• It is a large scale search;

• It is necessary to improve information feedback into the RCC;

• It is necessary to improve information flow to SAR units;



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• Search aircraft are operating without contact with a ground station; or

• It is the best method of maintaining communications with survivors/groundsearch units and ground rescue units.

A communications aircraft will normally be a suitably equipped SAR Unit aircraft or a

Military aircraft, have a minimum crew of pilot and radio operator, and have good onscene endurance.

Inmarsat Aero- Subscribers to the INMARSAT Aeronautical System may maketelephone and facsimile calls while airborne.

Use of frequencies:Distress traffic includes all messages relating to immediate assistance required by persons, aircraft, or marine craft in distress. It may also include SAR communicationsand on-scene communications. Distress calls take absolute priority over all othertransmissions; anyone receiving a distress call must immediately cease any

transmissions that may interfere with the call and listen on the frequency of the call.

Some frequencies are protected, in that they have no authorised uses other than fordistress and safety. SAR personnel should be particularly not to cause interference,and should co-operate with authorities to report and stop them.

SAR communications must allow for:

• rapid transmission of distress messages.

• rapid communication of distress information to the rescue authorities.

•

coordination of the operation of the various SAR units.• liaison between controlling/coordinating authorities and SAR units.

Priority Calls:Radiotelephony priority calls are the most commonly used method of raising ageneral alarm; the progressive levels described by as distress (MAYDAY), urgency(PAN PAN) and safety (SECURITE).

Marine Radio Alarm Signal- With the full implementation of the GMDSS the

automatic 2182 kHz alarm devices are no longer required. However, some maritimecommunications stations may still use the distinct warbling sound voice alarm signalto draw attention to a distress broadcast. Merchant shipping complying with theSOLAS now guard the Digital Selective Calling (DSC) distress frequencies.

RTF Distress Signal- The distress signal is used to indicate that a craft or person isthreatened by grave and imminent danger and requires immediate assistance. It hasprecedence over all other communications. The distress message is preceded by theword MAYDAY spoken three times.

RTF Urgency Signal- The urgency signal is used to indicate that the calling station

has a very urgent message to transmit covering the safety of a ship, aircraft or



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person. It has precedence over all other communications, except distress traffic. Theurgency message is preceded by the words ’PAN PAN’ spoken three times.

Safety Signal- The safety signal indicates that the station is about to transmit amessage concerning the safety of navigation or providing an important

meteorological warning. The safety message is preceded by the word ’SECURlTE’spoken three times. All stations hearing either the urgency or safety signals shall notmake any transmissions that might interfere with those signals.

Radiotelephony Distress/Emergency Frequencies:The following frequencies have been designated for distress or emergency:

2182 kHz- The international MF voice distress frequency primarily for ship-to-ship

communications. It is used for follow-on communications after an initial DSC distressalert on 2187.5 kHz for GMDSS shipping.In Australia 2182 kHz is monitored by a number of Limited Coast Radio Stationsoperated by Volunteer Marine Groups. The two-tone alarm may still be used on 2182kHz to draw attention but auto alarms are no longer a Radio Regulation.

4125, 6215, 8291, 12290 and 16420 kHz- These frequencies have been authorisedfor common use by ships and Coast Stations using the HF frequencies for singlesideband radiotelephony on a simplex basis for calling, reply and safety purposes.

121.5 MHz- The international aeronautical emergency frequency for aircraft andthose aeronautical stations primarily concerned with the safety and regularity of flightand having equipment in the 118-136 MHz VHF band. Ships fitted with the capabilityare authorised to communicate on this frequency with aircraft for safety purposes.

156.8 MHz (Marine VHF Channel 16)- The international distress, safety and callingfrequency for the Marine VHF bands. State and Territory Limited Coast radiostations, port authorities, merchant ships, fishing craft and pleasure craft use VHF Ch16. Merchant ships maintain a continuous bridge listening watch on VHF channel 16to the maximum extent practicable (voluntary) when at sea (review by IMO 2005).

156.3 MHz- (Marine VHF Channel 6) is the secondary distress and safety frequencyin the VHF band and is used for coordination at the scene of an incident.

243MHz- 243 MHZ is the international military aeronautical emergency frequency.

Safety Frequencies:156.375 MHz- (Marine VHF channel 67) Marine safety, Australia only.27.88 MHz- (Marine 27 MHz Channel 88) pleasure craft, Australia only.

2524 kHz- (Marine MF) pleasure craft, volunteer SAR organisations.



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GMDSS Distress/Emergency Frequencies:

MF/HF Radio Telephone DSC NBDP (TELEX)

2182 2187.5 2174.5

4125 4207.5 4177.5

6215 6312.0 6268.0

8291 8414.5 8376.512 290 12 577.0 12 520.0

16 420 16 804.5 16 695.0The AMSA HF DSC network monitors DSC in the 4 – 16 MHz bands.

Ships operating under GMDSS requirements in the Australian SRR can be expectedto monitor MF DSC, VHF DSC (Channel 70) and VHF (Channels16, 67, 13, and 6).

Radar/IFF/SSR:Besides the obvious radar target of the distressed craft itself, IFF (IdentificationFriend or Foe) may be used not only to indicate distress but also to increase thedetectable range by radar. The basic equipment consists of an interrogator and a

transponder. Secondary Surveillance Radar (SSR) is the name used to describesimilar equipment in use by Airservices Australia and civil aircraft.

COSPAS-SARSAT Distress Beacon Detection System Overview:COSPAS-SARSAT is a satellite system designed to provide distress alert andlocation data to assist SAR operations, using spacecraft and ground facilities todetect and locate the signals of distress beacons operating on 406 MHz or 121.5MHz. The responsible Cospas-Sarsat Mission Control Centre (MCC) forwards theposition of the distress and other information to the appropriate SAR authorities.

The Cospas-Sarsat System provides distress alert and location data to RCCs for121.5 MHz beacons within the coverage area of Cospas-Sarsat ground stationsLocal User Terminals (LUTs), and for 406 MHz beacons activated anywhere in theWorld. In the Australia/New Zealand region, the Australian Mission Control Centre(AUMCC) controls the three LUTs located at Albany, Bundaberg and Wellington.



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World wide system:The worldwide system comprises:

• Low orbiting satellites in near polar orbits.

• Satellites in geostationary orbit.

• Local User Terminals (LUTs), (ground stations that receive satellites).

• Mission Control Centres (MCCs) which process beacon detections.• 406 MHz beacons, each with a unique identification code, capable of

transmitting for 24 or 48 hours.

Satellites- The satellite constellation is made up of search and rescue satellites inlow earth orbit (LEOSAR) and geostationary orbit (GEOSAR).

Each LEOSAR satellite makes a complete orbit of the earth around the poles inabout 100 – 105 minutes. The satellite views a "swath" of the earth of approximately4000 km wide as it circles the globe, giving an instantaneous "field of view" aboutthe size of a continent. When viewed from the earth, the satellite crosses the sky inabout 15 minutes, depending on the maximum elevation angle of the pass.

Satellites are not equally spaced and hence do not pass over a particular place atregular intervals. In view of this, pass schedules are computed for each LUT everyday. On average a satellite will pass over continental Australia every 90 minutesbut, there could be up to 5 hours between passes.

Not all LEOSAR satellites have a global detection capability for 406 MHz beaconsand only some are able to detect transmissions on 243 MHz. 121.5 and 243 MHzdistress signals may only be passed to the MCC when the satellite views the

transmitting beacon and the receiving LUT simultaneously. The current GEOSARconstellation is composed of two satellites provided by the USA, GOES 8 and GOES10, and one satellite provided by India (INSAT-2B). These satellites providecontinuous global coverage for 406 MHz beacons with the exception of the PolarRegions. To take full advantage of the real-time alerting capability the beacon mustbe designed to transmit, in its distress message, position data derived from a satellitenavigation system such as GPS.

Radio and Distress Beacons:In addition to the obvious uses of standard radio for transmitting emergency signalsand messages, there are a variety of types of emergency equipment designed for

use by survivors. These include:• Hand held VHF transmitters found in life rafts.

• 406 MHz distress beacons (GMDSS approved).

• Inmarsat E (L-Band) EPIRBS (GMDSS approved).

• 121.5 MHz distress beacons.

• 9 GHz SAR Transponders.

Cospas-Sarsat distress beacons-

• Emergency Locator Transmitters (ELT) used by aviators;

• Emergency Position Indicating Radio Beacons (EPIRB) used by mariners;

• Personal Locator Beacons (PLB) used on land.



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Inmarsat-E (L-Band) EPIRB Overview:The INMARSAT-E EPIRB is an approved alternative to the 406 MHz beacon forcarriage by merchant ships, in compliance with the Global Maritime Distress andSafety System (GMDSS).These beacons are designed for detection by the International Maritime Satellite

Organisation’s (INMARSAT) geostationary satellites. These satellites are locatedover the Indian, Pacific and Atlantic Oceans and cover the world except for the highPolar Regions.

At present vessels operating in the European area have mainly purchased theInmarsat-E EPIRB. This beacon is coloured high-visibility yellow or orange, has retroreflective tape, is equipped with a flashing light (48 hour battery life) and is designedto remain afloat in heavy seas. It transmits a distress alert that contains the vesselidentity, position and additional information such as the nature of the distress.

This beacon must have a built-in SAR Transponder (SART) for final homing, (see

next section). If the beacon has an in-built GPS receiver, it will transmit the distressalert 120 times during the first ten minutes and then will transmit a message with theupdated position every 4 hours for a further 48 hours. This beacon is not requiredto have a SART for final homing, but may have one fitted.

Radar SAR Transponder (SART) Overview:The SAR transponder (SART) developed which will respond to the normal 3cm X-band radar fitted to merchant ships. It will NOT respond to l0cm S-band radar. It is ashort-range homing device, which enables ships and other suitably equipped craft tohome on the source of the signal.

Tests have shown that the operation of a SART inside the canopy of a liferaft willsignificantly decrease its detection range, so every effort should be made to operateit from outside the canopy and as high as possible.

Communications in support of SAR operations Overview:The SMC is responsible for designating specific primary and secondary frequenciesfor on-scene use during SAR operations, and establishing reliable communicationswith adjacent operations centres. When appointed, the CSS or OSC is responsiblefor establishing reliable communications between all search units and the RCC.

The following frequencies have been authorised for use in SAR operations:

2182, 3023, 4125, 5680 kHz.- for mobile & land SAR stations.

123.1 MHz.- international SAR on-scene frequency.

123.2 MHz.- supplementary continental use in on-scene coordination.

282.8 MHz.- military ships and aircraft.



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Ship Reporting Systems:

AUSREP- The Australian Ship Reporting System, is operated by AusSAR for the Australian Maritime SRR. It enables assessment of approximate positions, coursesand speeds of vessels near a distress by means of a surface picture (SURPIC).

Participation is mandatory for certain categories of ships in the Australian SRR butmost vessels transiting Australian waters voluntarily participate. Vessels submitregular reports of entering or leaving the area - sailing plans, and arrival anddeparture reports when entering or leaving Australian ports. Vessels are required tocarry either Inmarsat or HF DSC communication equipment to participate.

Examples of a Long SURPIC-SURPIC FOR 072128 MAY 00 50 miles around 2407 15242

PALMERSTON/VNQL + 36701DWT TANKER 179M AUS

2357 15303 ETA in 8 hours Currently on course 135LKP 2154 15051 VAR 12.0K 070703 MAY 00 BRISBANE 2739 15306

SUCHADA NAREE/HSPA2 + 23732DWT BULK CARRIER 151M THA2415 5322 ETA in 3.2 hours Currently on course 315LKP 2756 15351 357T 11.1.5K 070100 MAY 00 MACKAY 2108 14922

AGAMEMNON/C6PC6 + 23443DWT GENERAL CARGO VSL 164M BAA2420 15327 ETA in 3.3 hours Currently on course 315LKP 2820 15400 358T 13.0K 070201 MAY 00 OOA 0832 12800

Examples of a Short SURPIC-SURPIC PREDICTION FOR 072128 MAY 00 50 miles around 2407 15242VNQL/PALMERSTON 2357 15303 135 12.0 BOUND BRISBANEHSPA2/SUCHADA NAREE 2415 15322 315 11.1.5 BOUND MACKAYC6PC6/AGAMEMNON 2420 15327 315 13.0 BOUND OOA 18

Small Craft Reporting Systems- Marine volunteer organisations maintain logs ofrecreational vessels in their areas and operate a small craft reporting system similarto AUSREP. They can also report their positions through the State and Territory

Coast Radio Stations, volunteer marine organisations and private operators such asPenta Comstat. The State and Territory Police provide liaison with volunteer groupsin their jurisdictions.

MAREC - Maritime SAR Recognition Code- The purpose of this Code is to facilitatethe communication of descriptive information regarding vessels. The MAREC Code isin two parts:

• Part 1 - Merchant vessels

• Part 2 - Small craft .

All messages should be preceded with the prefix MAREC followed by a local serialnumber. The message should contain all the lettered identification groups as



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separate paragraphs. If the information is not known the symbol UNK should beinserted or alternatively the symbol NA, where the lettered group is not applicable.Use should be made of the Merchant Vessels description code to report thedescription of fishing vessels.

Part 1 - Merchant Vessels -The Merchant Vessels MAREC message is composedof the following identification groups (A-G) transmitted in the following sequence:

MAREC CODE Table F1. - Local serial numberType of vessel - name - call signASuperstructure - location - colourBHull profile - colourCSequence of uprightsDLengthECondition of loadingFOther characteristics.G

The Mership classifications for group A are shown below.

A - VESSEL TYPE Table F.2- Mership classifications

VOICE TLX/RTG

Passenger ships PAX

Ferry FERRY

Tankers TANK

Bulk carriers BULK

General cargo ships GEN

Coaster COASTFishing vessels FISH

Container ships CONT

Specialised ships, gas carrier, tug, icebreaker, etc. SPEC

Groups B to G are described in the code (see NATSAR Manual 2003 Appendix F).

Example of General cargo ship “Arafura”:

VOICE TLX/RTGMAREC 5/03 RCC AUSTRALIA MAREC 5/76 RCC AUSTRALIAN

ALFA, GENERAL CARGO SHIP, ARAFURA, VICTOR ROMEO ROMEO YANKEE

A/GEN/ARAFURA/VRRY

BRAVO, SUPERSTRUCTURE MIDSHIP, CREAM B/MID/CREAM

CHARLIE, PROFILE ONE, BLACK C/1/BLACK

DELTA, MAST, MAST, FUNNEL, CRANE D/M M F C

ECHO, EIGHT ZERO METRES E/LOA 80

FOXTROT, FULLY LOADED F/LOAD

GOLF, NOT APPLICABLE G/NA.


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Part 2 - Small Craft - A Small Craft MAREC Message is composed of the followingidentification groups and will be transmitted in the following sequence:

MAREC CODE Table F.4 - Local serial numberType, configuration /superstructure /number of hulls, name, call sign & useA

B Make- distinctive markingsC Motor installation or rigging

D Construction – material - colour

E Stern - Stem

F Type of bottom

G Length

H Other characteristics.

I Number of persons on board

A – SMALL CRAFT TYPE Table F.5 Type of Small Craft

PROPULSION TYPE VOICE TLX/RTGMotor Motor boat Motor MOT

Sail Sailing boat Sailing SAIL

Oars Rowing boat Rowing ROW

Paddles Canoe Canoe CAN

Motor and sail (equal) Motor/sailer Motorsail MOTSAIL

Example of Motor boat “Gallant” overleaf:

Various Inflatable Inflatable INFLAT

VOICE: ALFA, MOTOR, GALLANT, VICTOR KILO 180.TLX/RTG: A/MOT/ GALLANT/VK180

Similarly groups B to I are described in the code (see NATSAR Manual 2003 Appendix F). A full example of a Small Craft MARIC message is shown below:


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Operational radio log

2.2 Records are accurately kept of all communications made during theemergency inc luding frequencies and content of messages.

It is a requirement that all distress radio traffic is logged. As a legal document thelogs must be factual (not contain opinion, observations or course language), the date,time, details and author must be identified. If an error is made it must not be erased,but crossed out and initialled. As tempting as it may be to include a humorouscomment, this may not be appropriate if the document is later read out in court andmay lead to unintended consequences for the squad or the author. Additionalscribble notes during incidents must be stored with the logs.

SARCC log- This will record date, time and detail of all communications in and out atthe SARCC (radio, phone, fax, email, persons in and out). An SRB incident reportform should be forwarded to the NSW Police Marine Command as soon as is

practical after the conclusion of a rescue.

Vessel Radio traffic logs-

• The date and time.

• Traffic in or out and frequencies used.

• Detail of own vessels diversion to SARCC directed activities.

• Names of persons/vessel assisted.

• Detail of the message and any supporting notes.

• The difficulties encountered and their resolution.

• The names recording officer and signatures.



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Practical Activity- Establish and maintain radio-communications

Your Skipper will provide as many opportunities as possible to practice the previousskills during simulated rescue operations or “on the job training”. Practice activities forthis element of competency include:

• Send a DSC routine message.

• Send simulated priority calls and messages.

• Complete a simulated radio logbook entry and incident report.

Discuss as a team. Read the accompanying workbook, “Bare Facts of Marine SAR.”Remember to complete your log book.



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Assist in search and rescue operations

Operational information

3.1 Information concerning the emergency is regularly collected from allvessels, aircraft and other parties involved in the search and rescue operation.

Effective management of the SAR event requires regular on scene sitreps. Theseshould not only detail the immediate events, but also relevant changed factors suchas tides, currents and winds. SKEDS (scheduled transmissions at 20-30 minuteintervals) enable economic use of airtime. Seafarers who suffer a marine casualty aretrained to minimise the dangers by the process of damage control. Murphy”s law ofthe sea ensures that anything that can go wrong will do so, and as a consequencewill start an inevitable spiral to disaster unless halted by targeted and timely action.The damage control will be also a priority in the planning of the rescuers and may be

simplified as a process to FIRM up the deteriorating situation.

find the problem.

inspect and isolate the fault.

R

report, repair or remove to safety.

M

monitor for effectiveness of actions.

Rescuers can anticipate that casualties are likely to have initiated their own damage

control measures (more fully described in the accompanying workbook “Respond toNavigational Emergencies”) and should notify the search controller of suchpreparations.

The Operational plan

3.2 Decisions on action taken during the search and rescue are made afteranalysis of all available information and after consultation with others in theestablished chain of command.

The Operational plan (Section 1.2) and Chain of Command (Section 1.5) has beenexamined earlier. The list below highlights the various structures in SAR in Australia.

National SAR command structures:

SAR- The National Authorities, AusSAR.RCC - AusSAR maintains a rescue coordination centre.RSC - Resue sub coordination centre.FCP- Forward Command Post at a suitable location.CSS- Coordinator surface search (civil vessel)SMC - The RCC is under the authority of a SAR mission coordinator.

A/SMC- An assistant SAR mission coordinator is subordinate to the SMC.OSC - On-scene coordinators are specifically designated by the SMC.



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NSW SAR command structures:

SAR- State Authorities - State Rescue Board of New South WalesVMRC- Volunteer Marine Rescue Council of New South Wales.NSW Police- Responsible for coordination of all State SAR.

Water Police- Marine Area CommandOIC - An Officer in charge may be appointed by the SMC or police. SARCC- SAR coordination centre (radio base).MRU- Marine rescue unit (boat & crew)AVCGA- Australian Volunteer Coast Guard AssociationVRA- NSW Volunteer Rescue Association IncVRCP- Royal Volunteer Coastal Patrol

Delegation

3.3 Directions are given to others involved in the search and rescue operationin accordance with the agreed plan and the established chain ofcommand.

The first (skipper) to arrive at an incident scene would normally take on the role ofOSC assuming operational coordination of all SAR facilities on scene. He/she wouldimplement the search and rescue plan, where required, while providing regularSITREPS to his/her SMC. If more SAR assets or initial searches failed, then an OSCwith greater authority and access to more assets would be delegated.

This chain of command has been looked at in the Introduction and in Sections 1.2,1.5 and 3.3.

Briefing and manoeuvres

3.4 Manoeuvres of vessel as part of search and rescue operations are made inaccordance with the agreed plan.

See the next section.

Operational briefing

3.5 Vessel's officers and crew are briefed on their role during the emergencyand are deployed to the required stations.

SAR Crew Briefing General:Comprehensive briefing and de-briefing of search crews is a vital component ofsearch planning. Many personnel enlisted for search operations are neither trainedfor nor experienced in the search role so instructions for the SAR operation shall beclearly and precise. The officer appointed to the briefing task, must be thoroughly

familiar with the overall plan and individual search unit tasks. A briefing shall includethe following factors:



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• Full description and nature of the distress.

• Communication procedures, SAR and casualty radio frequencies.

• Search area, task and any clues of the presence of the target.

• Routing to and from the search area.

• Details of equipment or supplies to be carried.• Action to be taken on sighting the target.

• Present and forecast weather conditions.

• Other SAR assets in or near the area;

• Distress signals and visual codes.

• Plan for debriefing, including details of required information.

Search area descriptions:Search patterns and the boundaries of search areas are usually described by:

• Geographical Coordinates defined by latitude and longitude.

• Universal Grid Reference overprinted on all charts of the JOG series• Track Line together with the width of coverage, for example:

"Search a track 1 NM each side of a line from 16° 20’ S 135° 15’ E to 17° 50’S 137° 28’ E.

• Landmarks- vague descriptions such as "7 NM SSW of..." shall not be used.Proper direction in this case would be by way of positive bearing and distance,i.e. "bearing 202° (T) from Dixon Island at 7 NM".

Marit ime Search Crews- In marine SAR the police or military, may brief the searchcrews. The coordinating SAR authority will require copies of briefing forms.

A systematic search of an area with no visual reference points requires a deadreckoning (DR) plot of the last known position of the target, its own position, and theposition of other ships and aircraft in the vicinity. The plot should also show date,time and possible drift of the target/survivors. Areas searched should be plotted on achart.

To attract the attention of survivors, a surface unit should, if practicable, periodicallymake its presence known by making smoke during daylight and, at night, by rotatinga searchlight beam around the horizon or, if clouds are low, by directing thesearchlight vertically. When visibility is restricted, the engine should be stopped

periodically to listen for shouts or whistles from the survivors. Observers should bestationed as high as possible to increase the sighting range.

Briefings for marine units will cover similar topics to those given to air, but there maybe less opportunity for face-to-face briefing contact. Briefing Officers should be awareof the difficulties inherent in briefing indirectly and the increased potential formisunderstanding.

Search Aircrew Briefing- The Search Briefing Form provides a written record of allbriefings and is given to aircrew and other units.

When the task for a search aircraft is amended, a hard copy amended briefing will



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be sent. In any case, where it is not possible to provide a pilot with a map orreproduction thereof, the briefing officer shall determine the maps and editionsavailable to the pilot and ensure that the crew is totally aware of the areas, locations,and features that the RCC requires it to search. The briefing officer shall make everyeffort to eliminate any possibility of errors due to differences in data on the respective

maps. Flight De-brief Form should be supplied with the Aircraft Search Briefing Form.

Search Aircraft Operations- Before beginning a search, the aircraft should be flownat search height for a time to familiarise observers with the apparent size andappearance of known objects on the surface. Observers may also develop anappreciation of distances at height, bearing in mind the planned limit of scan. Aircraft that are engaged on a beacon search should start the search procedure atthe highest practicable cruising level unless a small probability area has beendefined when a search may start at a lower level. Pilots or navigators should log allareas, heights and appropriate times.

Conditions and limitations

3.6 Manoeuvres of vessel are made safely with due regard to the limits ofpropulsion, steerage and vessel stabil ity and the prevailing weather and seaconditions.

Maritime units must be capable of carrying out the operation safely in the prevailingand forecast sea and weather conditions in the area. All search preparations shouldbe completed before the surface units enter the search area.

Rescue at seaThe SMC is responsible for the coordination of surface vessels engaged in therescue of survivors in or on the sea except that in-shore rescue may be arranged andcoordinated by the police.

The RCC shall make flotation equipment available for use by survivors whilstawaiting transportation to the shore. Details of the availability and types of equipmentheld by SAR Resources and Training (AusSAR) may be obtained from RCC Australia.

When an aircraft has ditched or a vessel is in danger of sinking, or sunk, it isimperative that rescue action is taken immediately. The time that a craft will float maybe very limited, entry to life rafts is difficult, especially for aged or infirm personnel inrough seas, and the sea is a hostile survival environment.

When both maritime rescue units and helicopters are dispatched to the samedistress scene, it may be advisable to transfer survivors to the helicopters for a

more rapid delivery to medical facilities.



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Use of rescue boats and vesselsSpecialised rescue boats are available only in scattered localities and their capacityis small. Each boat dispatched to a distress scene should, if possible, carry additionallife-saving devices to enable those survivors, who cannot be immediately rescued,are able to stay afloat while awaiting the arrival of another boat.

If neither specialised rescue boats nor rescue vessels are available, merchantvessels may be the only means of implementing an early rescue. However, ifpossible, support or alternative rescue units should be considered because merchantships have significant limitations as a rescue platform, including:

• generally not readily available.

• relatively slow speed.

• restricted manoeuvrability.

• high freeboard, making retrieval of survivors difficult.

• small crew numbers.

• language difficulties if foreign crewed.

It is desirable that SAR vessels be equipped to lift survivors from the water withoutexpecting any help from the survivors.

Use of aircraft for rescueWhen considering the use of aircraft to bring about the recovery of survivors, caremust be taken to ensure that the rescue aircraft and crew are not exposed toinordinate danger.

Fixed wing aircraft should only be used to retrieve survivors when there is significantadvantage over the use of surface transport and when there is a suitable aerodromeor landing area near the scene. Pilots shall be discouraged from attempting to landat other than prepared landing areas to pick up survivors. However, should this proveto be the best or only viable option, all available specialist advice concerning theoperation shall be obtained. It may be possible to have a qualified person lowered orparachuted in to survey the area. Helicopters may be employed to shuttle survivorsfrom a distress site to a suitable fixed-wing landing area.

Use of helicopters for rescue

When available, helicopters should be considered for rescue work. While eminentlysuited to the task in many respects, helicopters do have specific limitations that maybe summarised as:

• the adverse effects of turbulence.

• the need for a level, or near level, landing area.

• a cleared landing area of specific dimensions to avoid rotor blade damage.

• a requirement for safe approach and take-off paths.

• potential for adverse effects on certain serious injuries.

• limited endurance.

• inability to hover with loads at high altitudes.

• limited accommodation.



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Concluding the operation

3.7 Duration of the search and rescue operations is appropriate to the level ofthe emergency and complies with instructions from the company and searchand rescue authorities.

SAR Operations enter the conclusion stage when:

• the target is located and the survivors are rescued.

• information is received that the target is no longer in distress.

• all persons are accounted for, or there is no longer a chance of survival.

The SMC Authority may determine that further searching has no significant chanceof succeeding and downgrade from the distress phase, suspend or terminate thesearch. This cannot occur without the specific concurrence of the SAR Authority.

The decision to suspend a search shall not be made until a thorough review ofall the intelligence material to ensure no information had been overlooked and that allreasonable means of obtaining information about the target have been exhausted.The review will focus on the probability of there being survivors from the initialincident, the probability of survival after the incident, the probability that the survivorswere in the search area, and the effectiveness of the search. Re-examining datumcomputations and data calculations must not be overlooked.

Water chill and hypothermia.(Drawing courtesy of NATSAR Manual)

A major factor that will persuade an SMC to stand down an operation is thetemperature and time that the casualties are in the water. When the decision ismade, all people and organisations involved in the SAR action must be advised bytheir RCC to stand down and the next of kin must be fully informed.Shipping should be notified of any hazard caused by abandoned vessels and

arrangements made for the recovery of response equipment.



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Completion of documentation

3.8 Records of the incident are made in the vessel's log and otherdocumentation is completed as required by relevant Australian and/orinternational regulations and conventions.

Records and reports:Whether the SAR is successful or not, full details of the vessel’s operation must belogged. The times, signals, search pattern navigation and observations should beclearly recorded and signed by the recording officer. It should be remembered that tomake false statement is illegal and that errors should not be erased, but crossedthrough and initialled. The Vessel log along with the Radio log will be of great valueat debrief or if the search is to be resumed following new information, and will berequired by the RCC in completing its documentation of:

• all maps, worksheets, notes, messages in chronological orderand file on a SAR incident file must be collected and initialled.

• that administrative and financial procedures must be completed.

• reports for Coroners Inquiries, management and training purposes.

Incident debriefs:Incidents worthy of debrief may include those where:

• lives have been lost unexpectedly;

• large and complex searches have been conducted;• where coordination, communication or response challenges were experienced

Records relating to search and rescue operations must be retained for periods asrequired under the relevant legislation and regulation, nominally seven years.

SAR crew debriefing: All SAR operators in the operation should attend after their sortie for de-briefing.Included in the briefing shall be instructions on the de-briefing procedure to be

followed on completion of the search task.

Reports are required on anything that the search teams themselves considerpertinent, and may include:

• Report on actual weather conditions.

• Positions at which sighting investigations were made.

• Descriptions of items which were investigated.

• Results of monitoring of radio frequencies.

• Any operational difficulties encountered.

•

Accurate description of searched and not searched areas with an assessmentof the effectiveness of the search.



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